Terminal element of a traffic barrier device, transition system, and method for providing impact protection

ABSTRACT

A terminal element (100) of a traffic barrier device (1), having a longitudinal axis, comprising a guide element (10) and an impact element (20). The impact element (20) is pivotally mounted on the guide element (10) about a vertical axis (A) so as to be rotatable or pivotable about a vertical axis. The impact element has a connecting side, for connection to an adjacent traffic barrier device, and an impact side, for damping or repelling an impact. The vertical axis is arranged between the connecting side and the impact side.

The present invention relates to a terminal element of a traffic barrierdevice, a transition system comprising at least one traffic barrierdevice with a terminal element and a method for providing a collisionprotection at a terminal element of a traffic barrier device.

Various traffic barrier devices, colloquially also called crashbarriers, are known from the state of the art. The purpose of roadwaylimitation is to keep the vehicle on the road in the event of anaccident. However, generic traffic barrier devices should make itpossible to provide a passage for emergencies or traffic, e.g. if thetraffic has to be diverted.

For example, EP 2 784 222 B1 discloses a mobile crash barrier which issuitable for use in a transition system. A generic transition system isshown, for example, in DE 600 14 502 T2. Such a transition system isalso shown in the PCT application PCT/EP 2017/050042, which has not yetbeen published. Typically, transition systems have two swiveling trafficbarrier devices or crash barriers. The swiveling system can create apassageway that serves as a transition for the vehicles, for examplefrom a first lane to a second lane.

The crash barrier device as shown in EP 2 784 222 has a flap elementwhich can be lowered and can be described as a short turned-downterminal (a special form of standard turned-down terminal). This flapelement is arranged at the front of the crash barrier device. Thepurpose of this short turned-down terminal is to provide collisionprotection if the crash barrier element is not arranged in line withanother crash barrier element and there is a risk that a vehicle couldcollide with the crash barrier element at the end face. The end facecomprises the area of a crash barrier element which closes off the crashbarrier element along a longitudinal axis.

To ensure safety in the event of a vehicle colliding with the trafficbarrier device, it is necessary for the traffic barrier device to absorbhigh longitudinal forces. To this end, state-of-the-art technologyprovides for individual elements of the crash barrier devices to beconnected to each other in the operating state by means of a lockingdevice.

The crash barrier device from EP 2 784 222 B1 does comprise such alocking mechanism. The mechanism is incorporated in the flap element,which makes a complex design necessary. When the flap element isactuated, high forces are also exerted, caused by torques. Whenconnecting several crash barrier devices, high precision is required dueto the flap element and the locking device arranged within in order toensure complete locking.

It is therefore the object of the invention to eliminate these and otherdisadvantages of the state of the art. This object is solved by thedevices and procedures defined in the independent patent claims. Furtherpreferred embodiments are provided in the dependent patent claims.

According to the invention, a terminal element of a traffic barrierdevice, in particular a device for opening a passage in a trafficbarrier device, with a longitudinal axis comprises a guiding element andan impact element. The impact element is rotatable or pivotable relativeto the guiding element from a closed position into an impact position.The impact element is mounted on the guide element so that it can berotated or pivoted about a vertical axis. The impact element has aconnecting side for connection to an adjacent traffic barrier device andan impact side for damping or repelling an impact. The vertical axis isarranged between the connecting side and the impact side.

In generic use, in the impact position of the impact element, the impactside faces oncoming traffic. The impact side is specifically designedfor the impact of a vehicle.

Preferably, the impact element has an essentially congruent or similarcontour to the guiding element. The contours transverse to thelongitudinal axis of the guiding element and the impact element are atleast partially superposed both in the closed position and in the impactposition, preferably the superposition in the closed positioncorresponds essentially to the superposition in the impact position.

The vertical axis is preferably arranged symmetrically in relation tothe longitudinal axis in the terminal element.

This enables simple and uncomplicated production as well as simpleassembly of the terminal element. In addition, forces on the impactelement can be easily absorbed. A corresponding superposition of thecontours in the impact position and in the closed position is ensured.Preferably, the impact element extends along the longitudinal axis bothin the closed position and in the impact position.

This promotes force absorption in the longitudinal direction. Leverageeffects are reduced or avoided.

Preferably, the impact element can be retained in the closed positionand/or in the impact position.

Two defined positions make it possible to bring the impact element intotwo defined operating states. Calculation and construction thereforeonly have to be calculated in two preferred states. This allows for asimplified dimensioning of the elements.

The retaining device makes it possible to secure the impact element inthe corresponding first or second position and, for example, to protectit against unintentional manipulation.

The impact element can comprise at least one first element of aretaining device.

This enables manufacturing a part of the retaining device as an integralpart of the impact element. Design and operation are simplified. Inaddition, a good transmission of force to the impact element ispossible.

The first element of the retaining device can preferably be designed asa retaining opening or as a retaining cylinder. These are provenelements of mechanical engineering and make it possible to provide asimple retaining mechanism.

Such a retaining cylinder is preferably designed as a lifting rotarycylinder. It moves from a first position to a second position androtates about its cylinder axis in such a way that two or moreextensions arranged on the cylinder engage in corresponding openings andinteract as bayonet locks.

Preferably, a second element of the retaining device is arranged insidethe guiding element.

The second element of the retaining device is thus protected againstenvironmental influences.

The retaining device is preferably hydraulically operable.

Hydraulic actuators are low-maintenance and highly reliable. Since theindividual elements in hydraulic devices can be connected by means offlexible lines, individual positioning of the hydraulic actuating deviceis possible. Space conditions, e.g. within the guiding element, can wellexploited.

The impact element preferably comprises at least one first element of alocking device. This first element of the locking device may be in theform of a locking bolt or a cylinder. Such a cylinder is preferablydesigned as a lifting and rotating cylinder. It moves from a firstposition to a second position and rotates about its cylinder axis insuch a way that two or more extensions arranged on the cylinder engagein corresponding openings and interact as bayonet locks.

This has the advantage that the first element of the locking deviceinteracts reliably with the impact element.

Preferably the first element of the locking device is located inside theimpact element. This enables reliable positioning and also reliableforce transmission of the first element to the impact element. Theimpact element can be reliably bolted.

The design as a locking bolt or as a cylinder enables reliable andsimple locking of the impact element. Both locking bolts and cylindersare easy to operate elements. Manipulation and locking of the impactelement are thus simplified.

Preferably the first element of the locking device is located inside theimpact element.

A reliable fastening of the first element of the locking device ispossible, a reliable power transmission is guaranteed. In addition, thefirst element of the locking device can be protected from environmentalinfluences.

Preferably the locking device can be operated hydraulically. Asexplained above, hydraulic actuators are reliable and easy to maintain.

The impact element may have an impact absorber on the impact side. Animpact absorber is one of several forms of impact protection. The impactside is thus specifically designed for the impact of a vehicle.

An impact absorber makes it possible to protect the occupants of thevehicle in the event of a collision between a vehicle and the terminalelement. An impact absorber converts the kinetic energy into deformationenergy and dissipates it. The vehicle that collides with the impactabsorber is thus slowed down.

The impact absorber can be designed in several parts and preferablycomprise several crumple elements.

This enables building the impact absorber in a modular way and/or toreplace the corresponding crumple elements which have actually been usedafter an accident. For example, a collision at slow speed deforms onlythe first of several crumple elements arranged in a row.

The crumple elements preferably have different compression properties ora different working capacity.

The impact absorber can therefore be designed with the desiredproperties, for example progressive compression properties. In the eventof an impact, the deceleration curve can be individually adjusted.

It is also conceivable that the impact element comprises a turned-downterminal, for example a short turned-down terminal or also a standardturned-down terminal. Typically, a turned-down terminal at the impactelement is shorter than a short turned-down terminal. This is typicallydue to the shorter design and mobile use. The turned-down terminal isalso one of several forms of collision protection. The impact side isthus specifically designed for the impact of a vehicle. In contrast tothe impact element, the vehicle, which collides with a crash barrierwith a turned-down terminal, is not compressed frontally, but jacked up.

The terminal element can therefore be equipped with a desired impactelement, depending on its purpose.

Preferably the first element of the locking device is arranged oppositethe impact absorber or the turned-down terminal with respect to thevertical axis.

A clean separation of impact protection (impact absorber/turned-downterminal) and bolting device is thus possible. This arrangement alsomakes it possible to arrange either the impact protection or the boltingdevice on the front end of the terminal element by a simple 180°rotation or pivoting about the vertical axis, i.e. to bring either theclosing side or the impact side into an intended position, namely theclosed position or the impact position.

The impact element is preferably arranged at least partially and inparticular in the closed position within the guiding element. The impactelement is thus at least partially protected.

The guiding element can comprise two legs between which the impactelement is arranged. Preferably, the vertical axis extends between thelegs of the guiding element.

The arrangement of the impact element between the legs makes enablesarranging of the impact element as an integral part of the terminalelement. As the vertical axis may extend between the legs, the impactelement may rotate within these two legs. A suspension of the impactelement on two legs enables a high stability of the impact element inrelation to the guiding element. In addition, simple production ispossible.

The impact element can preferably be moved horizontally along thelongitudinal axis of the terminal element. This makes it possible tochange or adjust the overall length of the terminal element.

Preferably a damper is arranged between the impact element and the guideelement for damping a horizontal movement of the impact element. Thedamper is preferably designed as one or more oil or air dampers. Two oilor air dampers are preferred.

This enables absorbing additional energy when a vehicle hits the impactelement.

The impact element then moves with the force applied to the impactelement in the longitudinal direction of the terminal element and thusin the longitudinal direction of the traffic barrier element, along thelongitudinal axis. A damper can be used to decelerate this vehicletogether with the impact element over a longer distance.

If the impact element is in a position in which the impact absorber isarranged on the end face of the terminal element, a so-calledsuperposition of the damping curves of the impact element and the dampertakes place between the guiding element and the impact element. Thedeceleration of a vehicle takes place over a longer distance, whichleads to a reduced deceleration, which in turn leads to a reduced forceeffect on the occupants of the vehicle. This increases safety.

The terminal element can have a traction drive to swivel the impactelement. This enables the impact element to be swiveled easily andsafely.

A further aspect of the invention relates to a transition systemcomprising at least one traffic barrier device with a terminal elementas described above.

This provides for a complete traffic control and guidance system.

The traffic barrier device of the transition system may have a secondvertical axis of rotation on a side remote from the terurinal elementfor pivoting the traffic barrier device relative to a stationary orfixed element of the transition system.

On the one hand, this enables the fixed connection of the trafficbarrier device with a stationary element, on the other hand it is alsopossible to swivel this element in relation to a fixed element. A deviceor running gear for swiveling such a traffic barrier device isdescribed, for example, in the international patent applicationPCT/EP2017/050042. The traffic barrier device described herein and/orthe terminal element described herein may be fitted with a running gear,preferably a running gear described in the aforementioned internationalpatent application.

A further aspect of the invention relates to a method for providing acollision protection on a terminal element of a traffic barrier device,in particular on a terminal element described herein or on a terminalelement of a transition system described herein. The impact protectionis swiveled about a vertical axis arranged on the guide element and, inparticular, rotated or swiveled from a closed position into an impactposition. Preferably the impact protection is part of an impact elementas described herein.

The impact protection can be designed as an impact element or as aturned-down terminal device.

Horizontal swiveling about a vertical axis enables the collisionprotection to be moved from a protected position, for example within aguide element, to a second position (operating position).

In a first step of the process, a locking device can be released, whichis arranged inside the guide element in particular. In a second step, abolting device can be released. The bolting device is preferablyarranged inside an impact element which has the impact protection.

Preferably, after pivoting the impact element, the impact element islocked with a locking device to a further traffic barrier device in sucha way that the impact element is fixed under pre-stress.

This makes it possible to produce a reliable traffic barrier device. Ina further step it is also conceivable to retain the impact element witha retaining device on the guide element in such a way that furtherpivoting of the impact element is prevented. This allows the impactelement to be brought into a stable position. The terminal element istherefore stable overall.

The invention is explained exemplarily by the following figures:

FIG. 1: A perspective representation of a terminal element;

FIG. 2: A front end view of the terminal element of FIG. 1;

FIG. 3: A perspective view of a terminal element according to FIG. 1with partially hidden elements;

FIG. 4: A perspective view of a terminal element according to FIG. 1with further hidden elements;

FIG. 5: A perspective view of the terminal element as shown in FIG. 1during the rotation of the impact element;

FIG. 6: A side view of the terminal element from FIG. 4;

FIG. 7: A roadway boundary element;

FIG. 8: A transition system in two positions (FIG. 8a and FIG. 8b );

FIG. 9: A perspective representation of a further terminal element;

FIG. 10: A perspective view of the terminal element as shown in FIG. 9during the rotation of the impact element;

FIG. 11: A perspective view of the terminal element according to FIG. 9after the rotation of the impact element;

FIG. 12: An alternative arrangement of a transition system.

FIG. 1 shows a terminal element 100. The longitudinal axis L extendsalong or through the terminal element 100. The termination element 100has a guiding element 10 and an impact element 20. The guiding element10 has legs on one side, an upper leg 11 and a lower leg 12. Thevertical axis of rotation A extends in the area of the front ends of thelegs 11 and 12. An axis 23 is designed as the pivot. The impact element20 is mounted on axis 23 so that it can be pivoted.

FIG. 2 shows the terminal element 100 from FIG. 1. A front end view isshown. The terminal element is in an intended position, i.e. it stands,for example, on a support S. For clarity, the vertical axis A, whichextends vertically, is also shown. From the terminal element 100, theupper guide leg 11 and the lower guide leg 12 are visible. The impactelement 20 is located between these two guide legs and a first elementof a locking device, a locking bolt 41, is arranged essentiallycentrally in the impact element 20.

FIG. 3 shows a perspective view of the terminal element 100, whereby theupper leg 11 (see FIG. 1) of the guiding element 10 is hidden. Insidethe upper leg 11 there is a traction drive 80 for pivoting the impactelement 20 relative to the guiding element 10. The impact element 20 ispivotally mounted on the axis 23. It can be swiveled about the verticalaxis A.

FIG. 4 also shows the terminal element 100 according to FIG. 1, wherebyvarious elements of the terminal element 100 are hidden. A part of theguiding element 10 is hidden, a part of the impact element 20. Theimpact element 20 comprises an impact absorber 21, which in this caseconsists of several crumple elements 211 (only one is referenced). Someof these crumple elements 211 are also hidden. In this illustration, theimpact absorber 21 is located within the guiding element 10, i.e.between the legs 11 and 12. A locking device 40 is shown on the frontside of the impact element 20. A first element of the locking device 40,namely a cylinder 42, is shown. The cylinder 42 is arranged inside theimpact element 20. In the rear area of the impact element 20, locatedinside the guiding element 10, there is a retaining device 50. Theretaining device 50 comprises a retaining cylinder 52 which interactswith a retaining opening 51 of the retaining device 50. The retainingopening 51 is located in a plate inserted on the front side of theimpact element 20. The reference symbol 81 indicates a drive fortraction drive 80 (see FIG. 3). Within the guide element 10 there isalso a hydraulic unit 30, with which, for example, the drive 81 for thetraction drive 80 can be driven. The hydraulic unit 30 can also be usedto operate the retaining device 50. The cylinder 42 can also be actuatedvia a hose system not shown here. The specialist is familiar with rotarycouplings for hydraulic drives, which, for example, are arranged in thearea of axis 23 in order to connect the hydraulic unit with the cylinder42. For this reason, they have not been presented in detail.

FIG. 5 shows a perspective view of the terminal element 100 according toFIG. 1. FIG. 5 shows that the impact element 20 is swiveled about theaxis 23. The impact absorber is now no longer inside or between the legs11 and 12 of the guide element 10, it is swiveled. After the pivotingprocess (see, for example, FIG. 6), the impact absorber is located atfront end of the terminal element 100.

FIG. 6 shows a side view of the terminal element 100, whereby theelements are designed as in the terminal element 100 according to FIG.4. The impact element 20 is now in a 180° rotated position compared tothe impact element 20 shown in FIGS. 1 to 3. The impact absorber 21 isthus arranged on the front end of the terminal element 100. The impactelement 20 is still located between the upper and lower legs 11 and 12of the guiding element 10. The cylinder 42 of the locking device and theretaining cylinder 52 are offset from each other. This makes itpossible, for example, for the retaining cylinder 52 to engage in theimpact element 20 next to the cylinder 42 of the locking device.However, it would also be conceivable to design the cylinder 42 of thelocking device and the retaining cylinder 52 in such a way that thesetwo cylinders can mesh with each other.

The hydraulic unit 30 is shown inside the guiding element 10. Like theimpact element, the hydraulic unit 30 is also located between the legs11 and 12 of the guiding element 10; in this case it is attached to thelower leg 12 of the guiding element 10. On the right side of theterminal element 100, the figure shows a damping element 60, whichcomprises a first and a second damper 61 and 62. The damping element isin operative connection with the legs 11 and 12. The upper leg 11 andthe lower leg 12 are displaceably mounted within the guiding element 10.When a car collides with the impact element 20, the crumple elements 211of the impact absorber 21 begin to deform. At the same time the dampers61 and 62 begin to shorten and absorb additional energy. This means thatthe path to the reduction of energy is extended. However, it would alsobe conceivable to provide additional crumple elements 211 within theguiding element 10 instead of the dampers 61 and 62. It is alsoconceivable to provide only a single damper instead of the 61 or 62dampers, which is essentially arranged centrally in relation to theheight of the terminal element. It is conceivable to arrange thehydraulic unit in the direction from the impact element to the damperonly after the damper.

FIG. 7 shows a traffic barrier device 1 with one terminal element 100,several unspecified intermediate elements and a stationary element 70. Asecond vertical axis of rotation B is provided on the stationary element70, on which the terminal element 100 can be swiveled with the otherintermediate elements.

FIGS. 8a and 8b show a transition system 2 comprising multiple trafficbarrier devices 1. The transition system is designed as shown in PCT/EP2017/050042. For shifting, a trolley is designed according to thetrolley shown in PCT/EP 2017/050042. The transition system in FIG. 8ashows the condition prior to the operation of the transition system andFIG. 8b shows the condition after the operation of the transition system2. The transition system 2 as shown in FIGS. 8a and 8b is designed todivert a four-lane roadway into a three-lane roadway. The four-laneroadway shown in FIG. 8a comprises lanes C, D, E and F. It may benecessary to divert lane E into lane D, for example. This is desirable,for example, depending on the volume of traffic. If, for example,traffic moves in the morning towards the city (here in the direction ofthe three lanes), it is advantageous if, for example, two lanes can beused in this direction. In the evening the situation is typically theother way round.

The transition system 2 has two traffic barrier devices 1 in each case.These are each mounted on a stationary element 70 on a second verticalaxis of rotation (see FIG. 7). The traffic barrier device 1 has aterminal element 100 at each end. The terminal element 100 can be lockedto another traffic barrier element by means of the locking device 40(see, for example, FIG. 4). For example, the other traffic barrierelements have further/second elements of the locking device.

As can be seen from FIGS. 8a and 8b , a transition system 2 as describedherein can be used to direct the middle lane of the three-lane sideeither to lane D or to lane E. The middle lane of the three-lane sidecan be directed either to lane D or to lane E using a transition system2 as described here. This enables regulating or controlling the traffic.

FIG. 9 shows a perspective representation of a further terminal element100, similar to the terminal element of FIG. 1. Same or similar elementsare provided with the same reference signs. For a detailed descriptionof the individual elements, please refer to FIG. 1.

In contrast to the terminal element according to FIG. 1, the terminalelement 100 according to FIG. 9 has a turned-down terminal 24 instead ofan impact absorber 21 (see FIG. 6). The terminal element 100 is shown inthe rotated position (as shown in FIG. 6). In addition, the terminalelement 100 has a bulk-head element 13, the function of which isexplained with reference to the following figures. The bulkhead element13 is displaceably arranged along the longitudinal axis L within theguiding element. The bulkhead element 13 has essentially the same outercontour as the guiding element. The bulkhead element 13 closes anopening which is created by twisting the impact element.

FIG. 10 shows a perspective view of the terminal element 100 as shown inFIG. 9 during the rotation of the impact element 20. The impact element20 is mounted on the axis 23 so that it can rotate about the verticalaxis A, as in FIG. 1, and is already partially rotated. To rotate theimpact element, the terminal element 100 has the same means as describedfor FIG. 4. Before turning the impact element 20, the bulkhead element13 is moved along the longitudinal axis L (FIG. 9). An opening withinthe guiding element, which essentially corresponds to the dimensions ofthe depression 24 (FIG. 9) of the impact element 20, is thus freed. Thelocking device consisting of the cylinder (see also FIG. 11) and thelocking opening 41 is also formed on the impact element. The lockingopening 41 is formed on the bulkhead element 13. The cylinder 42 islocated on the impact element 20, as in the terminal element 100 of FIG.1.

FIG. 11 is a perspective view of the terminal element 100 as shown inFIG. 9 after the rotation of the impact element 20. The impact elementfills the opening which was opened by the bulkhead element 13 (FIG. 10).The cylinder 42 is visible at the front of the impact element 20. Thiscylinder can be used to create a connection with a further terminalelement or a stationary arrangement. For this purpose, the additionalterminal element or the stationary arrangement can have a lockingopening.

FIG. 12 shows an alternative arrangement of a transition system 2. Thetransition system 2 comprises two traffic barrier devices 1 (see alsoFIG. 7). The transition system is arranged in front of a directionallyseparated tunnel with two tunnel tubes 80 (designated only once). Eachtunnel is provided with one roadway with two lanes each, SA1 and SB1 aswell as SA2 and SB2. At the tunnel entrance, these are each marked witha′ for differentiation. The driving directions can be assumed in FIG. 12in the upper roadway from SAl and SB1 in the direction of SA1′ and SB1′(normal traffic) and in the lower roadway from SA2′ and SB2′ in thedirection of SA2 and SB2 (oncoming traffic).

The traffic barrier devices 1 are each connected to a stationary element70 with a vertical axis of rotation B so that they can be rotated orpivoted (see also FIG. 7).

FIG. 12 (top) shows the transition system 2 in its original position,FIG. 12 (bottom) shows two possible end positions. In the originalposition, the traffic barrier devices with their terminal elements 100are connected to each other at their ends. This means that impactelements 20 are in their closed position (see FIGS. 1 and 6) and areconnected at their ends to bolting devices 42 (see FIGS. 4 and 6).

In the first end position (extended display) both tracks SAl and SB1 areredirected to tracks SA2′ and SB2′. The oncoming traffic originally onthe tracks SA2′ and SB2′ is stopped or diverted, for example, before thesecond tunnel end not shown here. For this purpose, the respectivetraffic barrier devices 100 are swiveled over the entire lane so thatthey extend over both lanes SA1 and SB1, or SA2 and SB2, respectively,for each lane.

In the second or alternative end position, the traffic barrier devices100 are only swiveled to the middle of the lane, i.e. only over onelane, namely SB1 and SA2. This way, traffic can be directed in bothdirections in one of the two tunnels. In a first step, a second tunnelend, not shown here, i.e. at the tunnel entrance for oncoming traffic,is actuated by a second transition system 2. The two lanes SA2′ and SB2′are merged and led to the SB2′ lane. This means that the oncomingtraffic only arrives at the end of the tunnel shown in FIG. 12 on theSB2′ lane, the SA2′ lane remains free. For safe traffic guidance, thelanes SA1 and SB1 are directed to the individual lane SB1 in a next stepand then directed to the lane SA2′. There is now on-coming traffic inthe tunnel (dashed arrows).

1-29. (canceled)
 30. A terminal element of a traffic barrier device having a longitudinal axis comprising: a guiding element, an impact element which can be rotated or pivoted relative to the guiding element from a closed position into an impact position, and the impact element being mounted on the guiding element so as to be rotatable or pivotable about a vertical axis, wherein the impact element has a connecting side, for connection to an adjacent traffic barrier device, and an impact side, for damping or repelling an impact, and the vertical axis being arranged between the connecting side and the impact side.
 31. The terminal element according to claim 30, wherein the impact element extends along the longitudinal axis in the closed position and in the impact position.
 32. The terminal element according to cairn 30, wherein the impact element comprises at least a first element of a retaining device.
 33. The terminal element according to claim 32, wherein the first element of the retaining device is designed as a retaining opening or as a retaining cylinder.
 34. The terminal element according to cairn 33, wherein a second element of the retaining device is arranged inside the guiding element.
 35. The terminal element according claim 30, wherein the impact element comprises at least a first element of a locking device.
 36. The terminal element according to claim 35, wherein the first element of the locking device is designed as a locking bolt or as a cylinder.
 37. The terminal element according to claim 30, wherein the impact element comprises an impact damper arranged at the impact side.
 38. The terminal element according to claim 37, wherein the impact absorber has a multi-part construction.
 39. The terminal element according to claim 38, wherein the impact absorber comprises a plurality of crumple elements having different compression properties or a different working capacity.
 40. The terminal element according to claim 35, wherein the first element of the locking device is arranged opposite of the impact absorber or a turned-down terminal with respect to the vertical axis.
 41. The terminal element according to claim 30, wherein the guiding element has two guiding legs between which the impact element is arranged.
 42. The terminal element according to claim 41, wherein the vertical axis extends between the guiding legs of the guiding element.
 43. The terminal element according to claim 30, wherein the impact element is horizontally displaceable along the longitudinal axis of the terminal element.
 44. The terminal element according to claim 30, wherein a damper is arranged between the impact element and the guiding element for damping a horizontal movement of the impact element.
 45. A transition system comprising at least one traffic barrier device with a terminal element according to claim
 30. 46. The transition system according to claim 45, wherein the traffic barrier device has a second vertical axis of rotation on a side remote from the terminal element for pivoting the traffic barrier device relative to a stationary element of the transition system.
 47. A method for providing a collision protection on a terminal element of a traffic barrier device, wherein an impact element is pivoted about a vertical axis arranged on a guiding element.
 48. The method according to claim 47, wherein after the pivoting of the impact element the impact element is locked with a locking device to a further traffic barrier device by a locking device in such a way that the impact element is fixed under pre-stress.
 49. The method according to claim 47, wherein the impact element is locked to the guiding element, after the pivoting of the impact element, by a retaining device in such a way that further pivoting of the impact element is prevented. 